Apparatus for loading and unloading cargo vessels



5 shets-sheet 1 l INVENTOR. VormanDor/and BY .III IIIIVIIIIIII.IIIIIIIIIL.. |I

IIIIIIIIIIILI' 'III Mui arneg Nov. 24, 1953 N. E. DORLANDI APPARATUS FORLOADING AND UNLOADING CARGO VESSELS Filed Oct. 8. 1946 NOV. 24, 1953 N.vE, DORLAND 2,660,319

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. INVENTOR.

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APPARATUS FOR LOADING AND UNLOADING CARGO VESSELSv Filed oct. s, 194e 5shetS-sheet s H985 l ,zz

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Nov. 24, 1953 N. E. DOzLAND APPARATUS FOR LOADING AND UNLOADING CARGOVESSELS 5 Sheets-Sheet 4 Filed Oct. 8, 1946 IN VEN TOR. Norman E Dor/andBY N. E. DORLAND Nov? 24, 1953 APPARATUS FoR LpAnING AND UNLOADING CARGOvssE-Ls Filed oct. 8, 1946 5 Sheets-Sheet 5 INVENTOR. Afa/man E ar/a/ldBY A ttorn eZ/.j

Patented Nov. 24, 1953 APPARATUS FOR LOADING' AND'UNLOADING CARGOVESSELS- f Norman E. Borland, Kirkland, Wash.v

Application October 8, 1946; Serial No. 702,014

1 Claim.

The invention of this application for patent is directed to apparatusfor loading and unloading cargo vessels.

The primary object of the invention is to provide a radically new typeof apparatus forv loading and unloading cargo vessels.

Another important object is to providean apparatus for loading andunloading cargo vessels with a minimum of time and labor.

Another object of importance is to provide a new and greatly improvedform of cargo vessel particularly well adapted to be tted with theloading and unloading apparatus of the invention.

Another important object is to provide a novel form of cargo container,particularls7 adapted for use with the vessel and with the loading andunloading apparatus of the invention.

Referring briefly to the drawings wherein is illustrated the presently'preferred embodiment of the invention:

Figure 1 is a side elevation of the. midsection of a ship, partly brokenaway to reveal stowing of the cargo;

Figure 2 is a plan view ofv the portion shownv i-n Figure 1; p Y

Figure 3 is a section taken on line 3-3'01' Figu-re 2;'

Figure 4 is a cross-section on substantially the same plane` as Figure3, and showing cargo being transferred from ship to shore, or viceversa;l

Figure 5 is a plan view of the loading mechanism;

Figure 6 isV a side elevation on a larger scale of either of the sidemembers of the boom structure, with a portion omitted and with a portionin 'cross-section;

l Figure 7 is a cross-section of the forward. portion of the boom memberof Figure 6 with a part omitted and showing the relative location of the`internal elements when the counterweights are retracted;

which isconstructed without the conventional superstructure', preferablyhas a double hull I, the outer shell being denoted by 2 and the innershellby 3?. The space between the shellsv may advantageously be dividedinto water-tight compartments# by meansiof bulkheads 5f. By means of therecited structure, therer is obtained increased structural strength andsafety', and itis possible to omitv the conventional between decks. Theconventional type of bulkhead, which extends to and supports the deck iseliminated. A number of part`ia1 bulkhead's 5' extending from the bottomas shown in Figure 1 may beA provided. Such bu-lkheads increaseathwartship strength, and afford a measureof protection against floodingthe entire hold, but theyv are' not necessary, and in certain cases maybe omitted,

e. g. when a cargol of locomotives, lengthy rails,

tional' or any desired construction, providing living quarters and spaceforv power plant. The

portion between the fore andl aft. constitutes a cargo hold 6, which maybe divided by the short y bulkheads into cargo spaces for the receptionof the containers to be hereinafter described.. If the short bulkheads'are omitted, the space constitutes a single cargo hold for the receptionof locomotives, etc. The cargo spaces between the short bulkheads areadapted to receive a predetermined number of cargo containers.

Oneof the importantr though not indispensible,Y features ofi the shipis? la hatch covering now toI be described.. This covering consists of aplurality of arched telescoping sections 1, each of which extendstransversely of the ship as shown in Figure 3. The outer ends of thesections are provided with flanges 8, which are received in tracks 9 inthe sides of the ship. Means Gnot shown)l may be provided for moving thesections of the hatch covering. When fully extended fore and aft, thesections completely cover the area normally occupied' by the deck of aconventional ship. Suitable meanslnot shown) may be provided to drainwater from the top Aof the hatch covering and tov seal the hatchesagainst leakage.

'They loading and unloading of the ship are accomplished? by' means ofthe boom structure 'l-0. This structure Vconsists essentially of'twotelescoping side members H and t2: of identical construction, whichai'e connected by means of beams I3, I4 and I5. The beam I3 serves tosupport the cargo lifting mechanism I6; the beam I4 serves to supportthe motive power I1 for extending and retracting the side members of theboom; and the beam I supports the counterweights I8.

The boom structure I0 is pivotally supported on the rectangular frameI9, which consists of the side pieces and 2I and the end pieces 22 and23. This frame is movable fore and aft on rails 24 and 25. The boomstructure is movable athwartships on the frame itself. The rails 24 and25 are mounted on a plurality of hydraulic pistons 26, which are movablein cylinders 21, so that the entire boom structure may be raised orlowered at will. The cylinders and pistons are located along the innersides of the ship and are commonly connected by means of suitable piping28 so as to permit remote control.

Boom structure I 9 may be moved fore and aft. as may be desired, bymoving the frame I9 in the desired direction. As has been stated, theframe i9, which supports the boom structure, is movable fore and aft onrails 24 and 25. The movement is accomplished by means of the motor 29,

which is operatively connected to the driving wheels 30 through asuitable form of transmission 3l As has been stated, the boom structureI0 is movable athwartships on the frame I9. The sidepieces 29 and 2lserve as tracks for this movement. Said movement is effected through asuitable transmission powered by motor 32, which is mounted outboard ofthe boom structure.

Tilting motion of the boom structure is accomplished by means of motor33, also mounted outboard of the boom structure, and operating through agear transmission 34.

Each side member II, i2 of the boom structure consists essentially of ahollow cylindrical tube closed at its outer end by means of acylindrical element 36. The tube is strengthened by means of a series ofsuperimposed sleeves 31, 3, 39, 40, 4| and 42, which are arranged instepped relationship, the greatest thickness being near the pivotalpoint of the boom structure. Slida'bly mounted within the tube 35 is atube 43. The beam I5 is anixed to the outer end of the tube 43, andcarries the counterweight I8. An hydraulic cylinder 44 is contained inthe other end. The cylinder is closed by means of an end member or plug45. The end member has a. recess -46 on its inner face and is providedwith a hole 41. Extending through the hole 41 and secured at one end tothe element 36 is a pipe 48. Secured to the opposite end of the pipe isa stationary piston 49, which is contained within cylinder 44. The pipe48 is provided near the piston 49 with a series of apertures 50. The endelement 39 is provided with two openings 5| and 52, the first of whichcommunicates with the pipe 48, and the other communicates with the tube35.

A liquid such as oil may be pumped selectivelyr to either aperture 5I or52 in order to extend or retract the tubes 43 of the two side members Iland I 2 of the boom structure, thereby moving the beam I5 carrying thecounterweights I8 inwardly or outwardly as reouired. It will beunderstood that liquid entering the aperture 52 will exert pressure onthe end member or plug 45, thereby forcing the tube 43 outwardly, andthat liquid entering aperture 5l will pass through pipe 48 into recess4B and exert pressure between the end member or plug and stationarypiston 49,

thereby forcing the tube 43vinwardly. Numeral '4 I1, as has been stated,denotes the motive power for this operation. This is a hydraulic unitconsisting of an electric motor 53 and pump 54. Numerals 55 and 56denote the pipe connections between the pump and elements 38 of the twoend members of the boom structure.

Reference numerals 51 and 58 denote two members which may advantageouslybe provided between cross beams I4 and I5 to provide greater strengthand rigidity to the boom structure Ill. These members are guided throughsleeves 59, which are secured to beam I4.

A conventional or other form of cargo lifting apparatus, such as anordinary overhead electric hoist, may be provided at the outer ends ofthe telescoping members of the boom structure I0. I prefer to use theconstruction illustrated in Figure 9.

Referring to Figure 9, it will be seen that the cargo lifting mechanismI 6 consists of the two end frames and 6I, which are shown as being oftriangular form, and which are connected at their lower extremities bymeans of structural members B2 and 63. This framework is shown providedwith a platform S4, which serves to strengthen it and to provide amounting for the operating elements including a motor 65. Parts of theplatform may be cut out as shown to reduce the weight. The frame-workust described is pivotally suspended from beam I3 of the boom structureon suitable bearings 66 and 61.

Reversible motor is operatively connected to a shaft 68 through a wormand gear unit 69. Said shaft 68 has at its outermost extremities wormand gear units 10 and 1I to transmit rotational movement to shafts 12and 13 respectively. .At the outermost extremities of shafts 12 and 13are identical mitre or bevel gear units 14 transmitting simultaneousrotational movement to lifting screws 15. Since all elements of thetransmission are in permanent engagement, operation of said motor 65rotates all four screws 15, and reversal of said motor 65 will reversethe rotational movement of all four screws 15.

A special construction of cargo container C is used in practicing theinvention. This container is illustrated in detail in Figures 9, 10 and11. The container C resembles any other cargo containers or box but isprovided with four sockets 16 in the lid thereof, so disposed that theircenters coincide with the central axis of lifting screws 15. Thecontainers are provided on their under surfaces with four projections11, so located as to fit into the sockets 16 of another container C,when stored one on top of the other, as in Figures l and 3. Relativemotion in a horizontal plane is thereby prevented between stackedcontainers in the hold of the ship.

Referring to Figures 10 and l1, the sockets 16 are shown to consist of alower portion 18 having cut therein a screw thread 19 of suchproportions as to admit and provide secure engagement with liftingscrews 15, and an upper portion 19 of larger diameter than said portion18, into which a projection 11 is adapted to nt snugly when onecontainer is stacked on another.

The operation of loading is accomplished in the following manner. Theboom structure il! is first located to the desired position relative tothe pier P by means of motors 29 and 32 as heretofore described. Thencargo liftingV mechanisn'i i6 is lowered into position, with referenceto a particular container C, by tilting the boom structure I Il by meansof motor 33. Lifting screws 15 are thus positioned over containersockets 16. Motor 65 is started in proper direction to bring saidlifting screws 'l5 into the threaded portions 7S of sockets 76. Then bytilting back boom structure l0 and re-locating said boom structurerelative to the ship, the cargo container can be brought to the properposition with reference to the hold. The container can then be loweredinto the hold. Throughout this operation, counterbalancing is effectedby means of counterweights I8 through their controlling unit I1 aspreviously described. Reversing the motor 65 disengages cargo lifter I6from the container, and the entire operation is repeated until the shipis loaded. The ship may be unloaded by merely reversing the procedure.

It will be readily understood that the operator may be positionedwherever most convenient, and that with little practice the operator canlearn to manipulate the boom structure and the hoisting apparatus so asto clear the various structural parts of the ship and apparatus.

By means of the described apparatus, it is possible to carry out theloading and unloading operations simultaneously, thereby saving a greatdeal of time. By referring to Figure 3, it will be seen that by rstremoving containers CI, C2, C3 and C4, C5 can be removed and a fullcontainer substituted therefor. From then on, empty containers onremoval can be replaced with full ones until the complete exchange ofAcontainers has taken place.

It will be understood that means (not shown) may be provided tostabilize the ship during the loading and unloading operation.

The foregoing description has been given by way of illustration only ofthe invention, and it has been made full and detailed for clearness ofillustration.

I claim:

In combination with the hull of a ship, constituting a cargo hold, atrack mounted on each side of the hold, means to raise and lower saidtracks at Will, a frame mounted on said track for movement fore and aft,a boom structure mounted on said frame for movement athwartships, saidboom structure comprising two pivot- |ally mounted side members, aportion of each side member toward one end being telescopic, andcounterweights carried by the telescopic ends `of said side members.

NORMAN E. DORLAND.

References Cited in the lle of this patent UNITED STATES PATENTS NumberName Date 685,591 Fernez et al. Oct. 29, 1901 742,044 Low Oct. 20, 1903833,058 Kidd Oct. 9, 1906 1,093,656 Sidwell Apr. 21, 1914 1,163,553Packer Dec. 7, 1915 1,509,000 Simpson Sept. 16, 1924 1,584,442 Every May11, 1926 2,177,1525 Henderson Oct. 24, 1939 2,218,706 Fitch et al Oct.22, 1940 2,309,715 Rudow Feb. 2, 1943 2,363,797 Lovfald Nov. 28, 19442,405,893 Leftwich Aug. 13, 1946 2,456,104 Andersen Dec. 14, 19482,490,609 Andersen Dec. 6, 194.9

FOREIGN PATENTS Number Country Date 267,849 Germany Dec. 1, 1913 158,323Great Britain Jan. 31, 1921 391,777 Great Britain Apr. 26, 1933

